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6 Sheets-Sheet 1. C. E. 'GAREY'- RAILWAY SWITCH.

(No Model.)

(No Model.) I 6 Sheets-Sheet 2.

C. E. GAREY. RAILWAY SWITCH.

(No Model.) 6 Sheets-'Sheet 3,

C. E. GARBY. RAILWAY SWITGH.

No. 473,387. Patented Apr. 19, 1892.

iN\\\\\\\\\\\\\\\\\\\\\\\\\\\M` (No Model.) 6 Sheets-Sheet 4.` C. E. GARBY.

' RAILWAY SWITCH.

Patented Apr. 19, 1892.

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ns cal, mma-ummwlsvmman n c (No Model.) 6 Sheets- Sheet 5.

C. E. GAREY.

RAILWAY SWITGH.

Patented Apr. 19, 1892.4

6 Sheets--Sheet 6. l Y.

o. B. G RAILWAY (No Model.)

No. 473,387. Patented Apr.' 19, 1892.

L? ar WB f UNTTEE STATES OALEB E. GAREY, OF NEW YORK, N. Y., ASSIGNOR OF ONE-HALF TO WILLIAM` PATENT WHITE, OF SAME PLACE.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent No. 473,387, dated April 19, 1892.

Application led May 15, 1890. Serial No. 351,858. (No model.)

To all whom t may concern:

Be it known that l, OALEB E. GAREY, a citizen of the United States, residing at New York, county of New York, and State of New York, have invented certain new and useful Irnprovements in Railway-Switches, fully described and represented in the following specification and theaccompanyingdrawings,forming a part of the same.

This invention relates to that type of 4railway-switches adapted to be operated by the car-wheels independently of any special mechanism carried by or attached to the car.

While the invention is primarily intended for street-railways, it may also be employed for steam-railways.

The general object of the invention is to devise an automatic switch system so organ' ized that cars of diiferent lines traveling certain distances on the main line shall be automatically switched at the proper points from the main line onto their respective branch lines, the switches being controlled by the wheels of the cars, which are formed with different treads for this purpose.

A further object is to provide a switch system of thisclass in which the switches shall be automatically set for either the main or branch way by all cars passing it, so that the proper switching of thecar is insured in dependently of the direction of the preceding car or of any change of the switch by accident or otherwise.

A further object is to provide a simple and efficient construction of switch mechanism especially adapted for the embodiment of my invention and to improve the construction of mechanism for use in railway switches, whether operating on the system forming the chief feature of my invention or not.

The invention and its manner of operation are hereinafter described, and the features of novelty for which Letters Patent are desired are set out in the claims at the end hereof.

In the accompanying drawings, which form part of this specification-and in which like parts are indicated by like letters of reference in the several views, Figure 1 is a plan View of a railway-track, showing the arrangement of the several switches in my system. Fig. 2

is a top plan View of a portion of Fig. 1. Fig.

. of Fig. 6.

3 is a longitudinal sectional View on line 3 3 of Fig. 2. Fig. 4 is a similar View, onan enlarged scale, of a portion of Fig. 3. Fig. 5 yis a bottom plan View of Fig. 4. Fig. 6 is a longitudinal sectional viewsimilar to Fig. 4, but showing means whereby the tension of the springs on the operating-rods may be adjusted independently of the switch-.tongue and its operating-levers. Fig. 7 is a bottom plan View Fig. 8 is an enlarged section on line 8 of Fig. 6. Fig. 9 is a cross-section on line 9 of Fig. 8. Fig. 10 is a cross-section on line 10 of Fig. 8. Fig. 11 is a front end View of the switch-tongue shown in Fig. 6. Fig. 12 is a fragment of the hollow structure upon which the switch-tongue is supported and of the frontend of the switch-tongue shown in Fig. 6. Fig. 13 is a longitudinal section on the line 13 of Fig. 12. line 111 of Fig. 4. Fig.15 is a cross-section on the line 15 of Fig. 4. Fig. 16 is a cross-section on the line 16 of Figs. 4t and 5. Fig. 17 is a detail sectional enlargement of a portion of Fig. 3. Fig. 18 is a section. on the line 18 of Fig. 17. Fig. 19 is a partly-sectional view illustrating a mode of supporting a pair of switch-keys and securing the operating-rods thereto when the purpose is to have the pair of keys alternate in rising above and being depressed to the surface of the track. Fig.A 20 is a bottom plan view of Fig. 19. Fig. 21 is a section on the line 2l of Figs. 19 and 20. Fig. 22 is a top plan view showing a modified construction of switch-tongue. Fig. 23 is a longitudinal section of Fig. 22. Fig. 24 is a detail of a part of Fig. 23, and Figs. 25, 26, 27, 28, and 29 are fragmentary sectional views showing various forms of car-wheels.

The plan view of Fig. 1 shows two switch,- tongues and aseries of switch-keys arranged according to my system. The key marked d in this view is shown in detail in Figs. 17 and 1S. Those marked b c', d c', and f g are of that construction shown in' Fig. 14, and those marked 7?. vl are illustrated. in Figs. 19, 20, and 21.

The main way is indicated by A, and the branch ways by B B.

rlhe switch mechanism is supported in and upon the structure O, which is arranged to form a component part of the way, being prac- Fig. 14 is a cross-section on IOO tically rails of the way. The structure C is chambered, as shown in the sectional views, to receive the operating mechanism of the switch, which is arranged therein longitudinally1 of the rails. This disposition of the mechanism avoids the necessity ot' making trenches transversely of the track for the accommodation of the levers and other parts of the switcl1,wl1ich, aside from the trouble and ex pense involved, does not afford as good a protection to the mechanism as the plan which I employ.

The structure C may be made in sections of convenient lengths to facilitate handling and placing the same in position, and one of its sides, as ct, preferably on the outside of the Way, may be made removable, so that the operating mechanism may be conveniently reached when required without disturbing the road-bwed or interfering with traffic over the way. The described location of the switch mechanism longitudinally of the way within the hollow structure C, forming a part of one rail ofthe way, brings said mechanism, as will be seen, wholly on one side of the track, This is an important feature of my invention. The rails of the way are preferably grooved to accommodate the flange of the car-wheels, as at i). The switch-keys are pivoted within the hollow structure C, so as to project within the openings d for co-operation with the earwheels.

The switch-tongue is indicated by c, and in Fig. 3 it is pivoted at its rear end within a depression in the top of its support by bolt e, as shown, and its forward end is adapted to be thrown by the operati ng mechanism, presently described, to switch the car onto the branch or main way, as required,

In Fig. 6 the switch-tongue c is turned downward at its rear end, as indicated by s, said part 35 passing through an opening in the ,tongue-support and serving as the pivot on which the tongue swings. A washer .s6 on the bent part 35, held in place by pin S7, prevents the rear end of the tongue from being displaced.

The switch-keys are pivotally supported within the openings d of hollow structure C in such manner that when the lower ends of said keys are moved in one direction their upper ends will protrude from the openings d, and when moved in an opposite direction their upper ends will be depressed to the surface of the rail. The preferred shape of `the switch-key is that shown in Figs. et, 17, and 19. To limit the upward movement of the key, it is provided with a lip or projection j", Aadapted to abut against an olfset on the casing C, as shown in Fig. 17.

The mode of supporting the switch-keys employed in my system will now be described, in connection with their co-operating elements.

The key a in Fig. 17 (shown at the extreme left hand of Fig. 3) is pivetally supported, as seen in Fig. 18, which is a section at right angles to Fig. 17. After being placed in the opening d a staple-like hinge g has one of its arms passed through an opening in lug h and through an opening in the key, which latter opening when assembling the parts is brought coincident with the opening in lug 7L when the top edge of the key is substantially flush with the outer surface of casing C, the other arm of hinge g passing through an opening at the lower end of the key and receiving the coupling d, by means of which the end of the operating-rod 7o is flexibly jointed thereto. When the rod 7i: is drawn to the right, the key connected thereto swings to the position occupied by the key i9. (Shown in Fig. 4.)

The keys Zu c in Fig. 14 are connected to swing together by a staple-like hinge g2, having a long arm passing through an opening in a lug in easing C and coincident openings in the keys and a shorter arm passing through the keys b c and provided at its extremity with a nut Z. A sleeve Z' is placed on the shorter arm between the keys b c to keep said keys in position. The operating-rod m is flexibly connected to g2 by an encircling collar m2, as shown. The key c is bent from a vertical line, as shown in Fig. 14, to permit the rod 7c to pass said key. The keys b c being coupled together of course move together. \Vhen the rod m is pulled to the right, it elevatesl the keys b c', and when pulled to the left said keys are depressed.

In Figs. 19, 20, and 2l I show the manner in which a pair of keys are so pivoted that when one is elevated the other will be depressed, and vice versa.' In these views the keys 72, 'i' are supported within the hollow casing C, so as to project into the openings ci of said casing upon independent pivots n o, one ofthe arms of each pivoting device passing through lugs on the casing and the coincident holes in the keys and the other arms passing through the keys below said lugs. The end of that member of arm o which passes through the lower portion of key 'i' has flexibly connected thereto one end of operating-rod m. At the bottom of key 7L there is secured one end of lever Z2, which is fulcruined on the bracket n', and has flexibly connected at its opposite end one end of the operating-rod 7s'. To bring the operating-rods 71; m in substantially the same vertical line one above the other, in order to render it practicable to operatively connect the rods to the lever mechanism for operating the tongue, the lever Z2 is bent, as shown, so that its end which is not secured to the key h is immediately above that end of pivoting device 0 to which the rod m is connected. That surface of bracket n upon which lever Z is fulcrumed is inclined to correspond with the inclination ot' the said lever, as shown in Fig. 2l. Vhen the rod 'm' is drawn forward or to the right, the key t" will assume the position shown in Fig. 19, with its upper end projecting above the way, while the key h' assumes position with its upper surface level with the surface of the IOO way, and by reversing the movement of rod m by pressure on the upper exposed end ot' key t" the rod 7c will move in an opposite direction and through the lever connection Z2 elevate the key h above the surface of the way, at the same time maintaining the key t" at the surface of the way. It will thus be seen that the keys t" 71. are alternately elevated and depressed as the rods m k alternately move forward and backward.

In describing the lever mechanism by which the switch-tongue is shifted I make no mention of operating-rods 7c m; but it will be understood that these rods are the same as rods k m. Their mode of connection with the switch-keys h t" is, however, dierent, as above explained.

The operating-rods la m (see Figs. 3, 4, and 5) connect with the bell-crank levers p p', located within that part of structure C immediately beneath the switch-tongue c. The levers p p are fulcrumed to the inner top surface of structure C on screw-bolts r, Fig. 16. In the construction shown in Figs. 4 and 5 the long arms of levers p p take into recesses in the sides of the yoke s, which is arranged to embrace and slide upon the bracket t, Fig-15, while through the extremities of their short arms u u pass the rods km, which rods are provided at their ends with sti coiled springs t'. In these views (4 and 5) the springs i: are adjusted upon the collars o and are kept on the rods by nuts w, the function of the springs lv being to maintain the keys in the position to which they may be adjusted or placed when operated upon by the car-wheels.' There is no pressure exerted by the springs t' on the Short armsuu. of the bell-crank levers, and the rigidity of said springs is such that they do not yield when the switch is operated unless the switcht-ongue should be obstructed from any cause. By placing the screw-nuts to2 on the rods on the opposite sides of the lever-arms ua from the springs the action will be rendered positive and the wear of parts may be taken up by adjusting the length of the rods by means of the nuts w at the ends of the rods outside the springs and said screw-nuts 102.

To allow of the adjustment of the tension of the springs t; independently of the switchtongue and its operating-levers is the purpose of the construction shown in Figs. 6 to l0. In these views the operating-rod m (the rod kbeing correspondingly equipped) isprovided with a collar a5, over which is adjusted the collar a, havinginternal longitudinal grooves b5. Within collar a6 the flange h6 of sleeve o5 is adapted to slide, the said flange having longitudinal guide-ribs which fit in the grooves b5 of collar a6. The collar a is also provided with a flange c6, which prevents the longitudinal separation of these parts. Uponthe sleeve c5 is adj usted the spring c, which is held against the ange c(i of collar a6 by means of the adjusting-nutfn.5 on the screw-threaded The washe1u6,xed over end of sleeve c5.

erating-rod m passes and which is in contact with the face of collar a5, as shown, is held in proper longitudinal adjustmenton the rod m by the washers o6, placed on said rod and in contact with pin o7. It is of course understood that the position and throw of the tongue is determined by the fixed position of the short arm u on the operating-rod m. To adjust the arm u farther to the left to adjust the parts, the pin o7 is removed and one or more of the washers o6 are moved to the position of the washer shown in dotted lines and the pin o7 replaced. The sleeve and spring c5 c, with the described collars, are then moved up on rod fm, carrying the leverarm u to the left in contact with washers o6, in which new position it is fixed by the insertion of one or more additional washers a6 in front of the removable pin 05. 'By increasing the number of Washers o6 and decreasing the number of washers ne employed the lever-arm 'a' may be shifted to the right, and

thus the switch be adjusted in either direc# tion. The-Wear of the parts, also, may be perfectly compensated for by the addition of washers, and thus the proper action of the mechanism assured.

By the construction and arrangement of the parts described the ordinary action of the levers when moved by the operating-rods, as they are affected by the depression of the switch-keys, have no appreciable effect on springs o, they being of suflicient strength to support without yielding the pressure required for moving the tongue; but if the switch-tongue should be obstructed from any cause the pull on the rod will force the flange h6 of sleeve c5 into collar 0.6 with the effect of compressing spring 0, which will relax as said ange h6 resumes its normal position, which will be the case as soon as the pull on the operating-rod ceases. In adjusting the tension of spring fu, which is done Without affecting the switch-tongue or operating-levers, the nut a5 is screwed forward or backward, as may be required, on the sleeve c5, in doing which the sleeve and its co-operating collars are prevented from turning by a rod held in one of the openings o8 in the collar a6.

In the construction of Figs. 4 and 5 the switch-tongue c is provided with a lip w and a groove x. The groove co-operates with projection y on the surface of the switch-support to assist in guiding the end of the tongue c when shifted, and the lip tu enters the opening z, also in the switch-support, and an opening a2 in yoke s, thereby connecting the switchtongue c and yokes, so that as the yoke is moved by the bell-crank leversp p', acted upon by rods km, the switch-tongue c is shifted accordingly. The parts just described are best shown in Fig. 4 and 15.

In lieu of the above construction that con- IIO nection between the switch-tongue and levers shown in Figs. 22 and 23 may be employed. In these views the switch-tongue c is shown provided at its front end with a downwardlyprojection member b2, square in cross-section, which is adapted to enter the slot a3, made in the support for the switch-tongue, and pass through the square opening in block c2, in the recesses in the sides of which block the ends of the long arms of the bell-crank levers p p fit. In the operation of the switch the block c2 is thrown by the levers 1J p', thus shifting the switch-tongue in an obvious manner.

In lieu of either of the above constructions the switch-tongue c may be made and connected with the operating-levers, as illustrated in Figs. 6, 7, 11, l2, and 13, which show the preferred mode of making and connecting these features of my invention. Referring to these views, the switch-tongue c, supported within a depression in the top of the hollow structure C, is bent downward at front and back, as seen at s8 and 35, the bent part v S5 passing through an opening in the tonguesupport and serving as a post, on which the tongue swings, as hereinbefore stated. The bent part s8 at the front of the tongue c projects through opening t5, within which it swings, and at its end is provided with the lateral extensions t, which support the ends of the long arms of the bell-crank levers. The bent part 38 is provided on `its front with a lug ui, to which is connected one end of a spring a6, the other end whereof is secured over lng u?, formed within recess u8, immediately in front of the opening within which said bent part ssswings. This spring us is of such length and rigidity that as the tonguec moves toward the center of the opening in which its bent part .S8 is adapted to swing the spring is compressed, and as it passes said central point it expands, and thus assists in throwing the tongue to the position to which it is being shifted. By this means the rebound of the tongue as it strikes the side of the structure C is prevented and the tongue held in the position to which it has been shifted, avoiding all danger of accidental displacement. This spring may be used with any other of the constructions shown herein, and is of general application in switches in all cases in which a shifting tongue is used.

Figs. 25 to 29 show fragmentary sectional views of car-wheels, Fig. 25 showing a narrow tread cl2, Fig. 26 a medium tread d3, 27 a wide tread. d4, 28 a narrow tread d5 and narrow flange f2, and 29 a narrow tread (Z6 and wide flange f 3. As before stated, Fig. l of the drawings illustrates the application of my invention to a railway-switch system, the keys being arranged at varying distances from the groove of the rail. Referring to this view, the switchkey a. (see Figs. l7 and 1S) is connected to throw the tongue for the curve B, and wheels having a narrow tread, Fig. 25, will take the curve at the first switch. The keys b c (see Fig. 14) are connected together and throw the tongue for the main way and are operated by any of the wheels except the narrow-tread wheel of Fig. 25, so that all cars keep the main track at the first switch except those having narrow-tread wheels. The keys d e are also connected together, Fig. 14, and throw the tongue for the second curve B. Cars with wheels having a medium tread, Fig. 26, or a narrow iiange, Fig. 28, will take the curve at this switch. The keys g are also connected together, Fig. 14, an throw the tongue for the main way. These keys are operated by wide-tread or wide-fiange wheels, and cars thus equipped keep the main way, though shifting and reshifting the switch. The keys h i throw the tongue for the main way and branch, respectively, or vice versa, the construction of key mechanism shown in Figs. 19, 20, and 2l being used. Hence cars having wheels with wide treads, Fig. 27, and those with wide ilanges, Fig. 29, will diverge at this point, the former, for example, depressing key h', which may connect with the operating-rod, shifting the switch-tongue onto the curve and set-ting the key i', (which, as seen in Fig.2l. is elevated as key h is depressed,) which will be operated by the wide-flange wheels to set the switch for the main way, in doing which it elevates the key of the curve.

It is evident that in my system the keys and switch-tongue must be so located and arranged relatively to each other and to the car-wheels that of the two or more keys operating the same switch the second key or keys, which are operated by the wider treads or fianges, must be operated in season to permit the car to take the switch as thus set, and that the first or narrow-tread key must not be operated after the second key. This object may be attained by either operating the second keys only by the rear wheels of the car and placing these keys at a distance from the switch-tongue point greater than the distance between the front and rear wheels of the car or by operating the keys by the front Wheels and placing the first and second keys at a corresponding distance apart, in which case the distance between the second keys and the switch-tongue may be less. I prefer the latter plan, as I am thus enabled to construct the front and rear wheels of a car so that both will operate in the same manner and the switch may be properly set, even though the cars be reversed.

The system is shown as applied with the first keys throwing the switch for the branch way; but it is obvious that the system may readily be arranged so that these keys throw the switch for the main way and the second keys for the branch ways.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is- V l. In a railway-switch system, the combination, with a switch-tongue and its operating mechanism, of a switch -key throwing the switch in one direction and a second switch- IOO IIO

key located between said key and the switchtongue and throwing the switch in the opposite direction, said switch-keys being operated by the car-wheels and located in different positions transversely to the rail, so that the second key is operated only by car-wheels having treads or flanges of greater width than required to operate the first key, and said keys and' tongue being so located relatively to each other and to the car-wheels thatacar may set the switch by the first key and reset the switch for itself by the second key, substantially as described.

2. In a railway-switch system, the combination, with a switch-tongue and its operating mechanism, of a switchkey throwing` the switch in one direction and two switch-keys located between said key and the switchtongue and throwing the switch in the opposite direction, said switch-keys being operated by the car-wheels, and the last-mentioned keys being located in position to be operated by carwheels having, respectively, treads or iianges of greater width than required to operate the first-mentioned key, and said keys and tongue being so located relatively to each other and to the car-wheels thata car may set the switch by the rst key and reset the switch for itself by one of the last-mentioned keys, substantially as described.

3. In a railway-switch system, the combination, with the main way, series of branch ways, and switch-tongues and operating mechanism, of switch-keys throwing successive switches in the saine direction, and switch-keys located between said keys and their respective switches and throwing the latter in the opposite direction, said switch-keys being operatedl by the car-wheels and located in different positions transversely to the rail, so that the lastmentioned keys are operated only by wheels having treads or flanges of greater width than required to operate the iirst-mentioned keys for the corresponding switches, and said keys and tongue being so located relatively to each other and to the car-wheels that a car may set each of the switches by the rst-mentioned keys and reset the switches for itself by the last-mentioned keys, substantially as described.

el. In a railway-switch system, the combination, with a switch-tongue and its operating mechanism, of a switch key throwing the switch for the branch way and a second switchkey located between the branch-way key and the switch-tongue and throwing the switch for the main way, said switch-keys being operated by the car-wheels and located in different positions transversely to the rail, so that the main-way key is operated only by car-wheels having treads or iianges of greater width than required to operate the branchway key, and said keys and tongue being so located relatively to each other and tothe carwheels that a car may set the switch by the branch-way key and reset the switch for itself by the main-way key, substantially as described.

5. In a railway-switch system, the combination, with a switch-tongue and its operating mechanism, of a switch -key throwing the switch for the branch way and two switchkeys located between the branch-way key and the switch-tongue and throwing the switch for the main way, said switch-keys being operated by the car-wheels and the main-way keys being located in position to be operated by car-wheels having, respectively, treads or flanges of greater width than required to operate the branch-way key, and said keys and tongue being so located relatively to each other and to the car-wheels thata car may set the switch by the branch-way key and reset the switch for itself' by one of the main-way keys, substantially as described.

t. In a railway--switch system, the combination, with the main way, series of branch ways, and switch-tongues and operating mechanism, of switch-keys throwing the successive switches for the branch ways, and switch-keys located between said branch-way keys and their respective switches and throwing the latter for the main way, said switch-keys being operated by the car-wheels and located in different positions transversely to the rail, so that the main-way keys are operated only by wheels having treads or flanges of greater width thanrequired to operate the branchway keys for the corresponding switches, and the branch and main way keys for the successive switches are operated only by carwheels having treads or flanges of greater width than required to operate the keys for preceding switches, and said keys and tongue being so located relatively to each other and to the car-wheels that a car may set the switches by the branch-way keys and reset the switches for itself by the main-way keys, substantially as described.

'7. A railway-switch system comprising a main way and series of branch ways, switchtongues and operating mechanism, and switchkeys operated by the car-wheels and arranged in differentpositions transversely to the rail, whereby they are adapted to be operated by car-wheels having treads or flanges of difterent widths, the switch-keys being single or combined in pairs on opposite sides of the rail, and keys of the same pair being constructed to throw the switch in the same direction or in opposite directions, according to the location of the switch controlled thereby, substantially as described.

' 8. In a railway-switch system, the combination, with the rails, switches, and switch-keys operated by the car-wheels, of cars provided with wheels having treads of different widths for operating said switch-keys, said switchkeys and wheels being so constructed and arranged relatively to each other that each switch is set in one direction by the wheels of all cars passing the switch and in the oppo- IOO IOS

IIO

Vsite direction only bythe wheels of certain cars, substantially as described.

9. The combination, with a railway-switch tongue and its operating mechanism, of a switch-key throwing the tongue in one direction and operated by the car-wheels, and a second switch-key located between said key and the switch-tongue and throwing the ltongue in the opposite direction, said key being arranged to be operated only by the wheels of a portion of the cars operating the first key, substantially as described.

10. The combinatiomwith a railway-switch tongue and its operating mechanism, of a switch-key throwing the tongue in one direction and operated by the wheels of all ears passing it, and a second switch-key located between said key and the switch-tongue and throwing the switch in the opposite direction, said key being arranged to be operated only by the wheels of certain cars,substantially as described.

1l. In a railway-switch, a hollow structure underlyingone of the rails and provided with a removable side, in combination with aswitch mechanism located within said hollow struct- Vure, substantially as described.

12. In a railway-switch,the combination of a switch-tongue, a hollow structure underlying one of the rails in front ot' the heel of the tongue, a pair` of pivoted bell-crank levers within said structure, having long arms connected to the tongue in front of its heel and arranged to throw the tongue in opposite directions, switch-keys pivoted in switch-key openings and operated by the car-wheels, and rods connecting the switch-keys and short arms of the bell-crank levers and moving longitudinally of the rail within said hollow structure, substantially as described.

13. In a railway-switch, the combination of a swinging switch-tongue bent downwardly at its heel to form a pivoting-post and likewise bent downwardly atits front end, a plate forming a part. of the way and recessed on top to receive the tongue, said plate being provided with a round hole to receive the pivoting-post and a slot to receive the downward projection at the trout end of the tongue, a hollow structure underlying the rail in front of the heel of the tongue, and a pair of bellcrank levers within said hollow structure,

Vhaving long arms connected to the downward extension at the front end of. the tongue and arranged to throw the tongue in opposite directions, and switch-keys and connections for operating said bell-crank levers, substantially as described.

14. The combination, with the hollow structure C and switch-tongue c, pivoted at one end to shift within a depression in the top surface of structure C and provided at its other end with a depending part operating in al1 opening in said structure, of a pair of bellcrank levers fulcrumed within hollow structure C and operatively connected to said depending part of the switch-tongue, and a pair ot rods coupled to switch-keys and having their opposite ends securedto the lever-arms n u', substantially as described.

l5. The combi n ation, with the hollow structure C and pivoted switch-tongue c, having a depending part at its front end, of a pair of bell-crank levers i'uleru med within structure C and operatively connected to said depending part of the switch-tongue, and a pair of spring-equipped rods operatively connecting the bell-crank levers and switch-keys together, and means for adjusting the length of said rods to take up the wear ot the parts, substantially as described.

1G. The combination, with a pivoted switchtongue, of a pair of bell-crank levers having one of their arms connected to the tongue on one side of its pivot and shifting said .tongue in opposite directions, and operating mechanism connected with the other arms of said bell-crank levers, substantially as described.

17. The combination, with a pivoted switchtongue having a downward projection, of a pair oi horizontally-moving bell-crank levers engaging the downward projection on opposite sides, and switch-keys and connections for operating said bell-crank levers, substantially as described.

18. The combination, with a pivoted switchtongue, of a pair of horizontally-moving bellcrank levers having one of their arms connected to the tongue on one side of the pivot, and switch-keys and operating connections connected with the other arms of said bellcrank levers, said levers being reversely arranged, so that the movement of the respective switch-keys in the saine direction throws the switch in opposite directions, substantially as described.

19. The combination, with a pivoted switchtongue and its operating mechanism, of a coiled spring, the opposite ends of which are seated on beveled points facing each other and placed at a sutlicient distance apart to receive the spring under compression, one ot' said points being stationary and the other movable with the tongue, whereby the tongue is subjected to a sidewise pressure from the spring as the movable point carries one end of said spring back and forth past the other point in the operation of the switch mechanism, substantially as described.

20. The combination, with asWitch-support and pivoted switch-tongue, of a spring engaging the switch-tongue and switch-support and under greatest tension when the switchtongue is in a central position, substantially as described.

2l. The combination, with a switch-support C and pivoted switch-tongue c, provided with a downwardly-projecting part, of a spring compressed between the downwardly-projecting part of said tongue and the switch-support and under greatest tension when the switch-tongue is in its central position, substantially as described.

2i?. The combination, with the operating- IOO IIO

rods of the switch mechanism, of flanged sleeves adjustable on therods, collars within which the sleeves are adapted to slide and through which pressure is transmitted to the tongue, springs encircling said sleeves and pressing against the collars, and nuts for adjusting the tension of the springs, substantially as described.

23. The combination, with the operatingrod provided with adjustable washers, as n o6, of a sleeve and collar adjustable on said rod and an operating-lever connected to the switch-tongue and having an arm connected to the operating-rod between the washers o6 and the head of said collar, whereby the position of said lever-arm on the rod and of the switch-tongue may be adjusted, substantially as described.

24. In a switch mechanism, the means for adjusting the tension of the springs carried by the operating-rods, the same consisting of a sleeve supporting the spring and provided with a flanged forward en d, a collar-loose on said rod, a second collaradjusted over the first-named collar and having a flange coacting with the flange of the sleeve, as shown and described, and anut on the screw-threaded rear end of said sleeve and adjustable thereon against the spring, the forward end of which spring abuts against the Bange of the collar, substantially vas described.

25. The combination, with the hollow structure C, provided with a key-slot and. an interior lug, of a switch-key projecting into said slot and pivotally supported within structure O by a staple-like device, one arm of which passes through an opening in said lug and a coincident hole in the key and the other arm of which is connected to the lower end of the key, substantially as described.

26. The combination, with the hollow structure C, provided with switch-key slots and an interior lug, of a pair of switch-keys projecting into said slots and pivotally supported within structure C by a staple-like device passing through an opening in said lug and coincident holes in the keys and connected to the lower ends of said keys, so that they may move in unison, substantially as described.

27. The combination, with the hollow structure C, provided with switch-key slots and 1nterior lugs, of a pair of switch-keys projecting into said slots and independently pivotally supported within the structure by staple-like devices passing through openings 1n said lugs and coincident holes in the keys and connected to the lower ends of the keys, a

bracket depending between the keys, an operating-rod connected to one of the keys, a lever joined to the lower end of the other key and fulcrumed on the bracket and inclined so as to bring its end in the same vertical plane with said operating-rod, and an operating-rod connected to the end of the lever, whereby both rodsl are brought to the same side of the structure C, one above the other, and the keys are permitted to alternate 1n rising and falling, substantially as described.

28. The combination, with a switch-tongue, of switch-keys located in different positions transversely to the track, and operating connections between said keys and tongue, extending longitudinally of the track and lying in the same vertical plane, substantially as described.

In testimony whereof I have hereunto set my hand in the presence of two subscribin g witnesses.

CALEB E. GAREY. Witnesses:

J. J. KENNEDY, C. J. SAwYER. 

